Automatic train-stopping device



, R. B. BOYLE. i AUTOMATLC TRAIN STOPPING DEVICE.

APPLICATION FILED OCT. 91' I920.

424,980. Patentgd Aug. 8, 1922.

R. B. BOYLE. AUTOMATIC TRAIN STOPPING DEVICE.

APPLICATION FILED OCT. 91 I920.

I Patented Aug. 8, 1922.

2 SHEETSSHEET 2.

III"

IIIII 'W. w s t 1TH is r wit I AUTOMATIC TBAIDLSTOPPING DEVIGE.

Specification of Letters Patent.

Patented Aug. 8, 1922.

Application filed October 9, 1920. Serial 1%. 415,789.

To all w/mm it may concern:

Be it known that I. RUnoLri-r l3. BOYLE, a citizen or the United States, and a resident oi Kansas City, in the county of Jacksonand State Oi lllissouri, have invented a new and useful improvement in Automatic Train tiitopping Devices, of which the following is a full, clear, and exact description.

My invention relates to improvements in automatic train stopping devices, and it consists in the combinations, constructions and arrangements herein described. and claimed.

An object oi my invention is to provide a device, by means of which the stopping of trains may be accomplished automatically, either from a train dispatchefls office, or by a iiagman.

further object of my invention is to provide a train stopp"n device, in which the air in the main bra re line .is released by the positive open ing of the main brake line, when cooperating apparatus has been set by either the train dispatcher or the tlagman.

A. further ob' t or my invention is to pro vide an enplo ve unit of novel term, which, when operated, will cause the opening of the main brake line, and which may b eadily rciiaccd when it is desired to proceed.

hin objects and advantages will appear in he following specification, and the novel rcatures oi? the invention will be particularly vointedout in the appended claims.

My invention is illustrated in the accompanying drawings, forming part 01 this application, in which Figure 1 is a diagrammatical view, showing a track equipment, Y Fi ure 2 is a diagrammatical view, show ing the circuit connections at a dispatchers oitice, and at a flagmans station, and their connection with the train stopping mechanism,

Figure 3 is a perspective view, showing a portion of a track equipped with a contact rail or ramp,

Figure 4 is a sectional detail view of a portion of the main brake line,'and one of the explosive units inserted therein, and

Figure 5 is a section along the line 5-5 of Figure ,4.

Referring now particularly to Figure 1, I have shown therein a track, comprising the rails 1 and 2. At certain intervals between the track rails are disposed contact rails 3, like that shown in 1 be used by the flagmen.

-.l0 respectively. a neutral point, upon which the switch arm Figure 3. These contact rails, as will be obl2 inlthe box 6 may rest. Normally, this arm is in the position shown in Figure 6. It is connected, by means of a conductor 13, with the nearest ramp. or contact rail 3, as shown in Figure 2.

t each dispatchers office is a battery X, which is preferably grounded on one side,

and is connected with a switch arm 14: in a switch box 15, having contactslti, l"! and 18 respectively. Normally, the switch arm 1% is on the contact 1?, which is connected by a cisnductor 19 with the wire 10. The wire 9 is connected to the contact 16, While the contact 18 is connected to a wire 20, leading in the opposite direction, so thatthe train dispatcher can control Seotions'oi track. either to the right or to the left. in Figures 1 andfa.

in Figure 2, l have shown diagrammatically a spring contact 21, which is fastened to some part 0t each locomotive, such, for

.instance, as the cowcatcher, shown diagram .matlcally at 22. This sprmg is connected,

by means of the conductor 23, with the primary circuit of an induction coil 24., the other terminal of the primary circuit of the induction coil being preferablygrounded by a conductor 25 on a convenient portion of the locomotive frame.

Referring now to Figure 4-, I have shown therein the main brake line 26, in which is disposed a T, 27. The explosive device comprises a brittle glass casingv 28 which is adapted to enter one end of the T, and which is provided with a metal ring 29., having threads arranged to enter the threaded portion of the "i". In Figure 5, this ring 29 is shown as being split, in order that it may be placed in position. A packing material 30 is preferably placed in the circular groove formed in the frame body portion, and then the ring, whi h s of sp g metal, such as patcher'needs only to shirt his swltch arm 14 exploded. l: have shown spark terminals, which are connected by means or wires 38 and with the secondary circuit of the induction coil.

From the foregoing description of the various parts of the device, the operation thereof may be readily understood; Normally, the apparatus is as shown in Figure 2. Let'us assume that a train has a hot box,

and is forced to stop. The flagman is sent back to stop the train in the rear. As he comes to the first box 6, he throws the switch arm 12 from the position shown in Figure 2 Y over to the contact 8'. This connects the contact rail 3 with the battery X at the dis- 1 patchers, office. The fiagman' then proceeds train. For some reason, thejoncoming train does notcatch bis-signal. As the spring 21 ot the oncoming train comes incontact with the first charge rail 3, current is sent through the coil 2%, and the current from the latter explodes, the charge 34: shattering the glass casing 28; and permittingthe air in the main brake line to escape, that is, setting the brakes and stopping the train.

Let us assume another situation. A train leaves a station on schedule time. Immediately after leaving the station, a wire comes in to the conductor to hold the train, for a special has been given the right otwa'y. Obviously, there is great'danger of collision under these circumstances. The train disto the contact 16,when he will place all contact rails 3 on the section to the left of the dispatchers attention, in Figure 2, in direct connection wit-h the battery. Either of the trains will be stopped "automatically, when their spring contacts 21 come into engage-- ment with the first charged rail 3. Collision will thus be avoided, and the conductors of the trains will be warned of impending danger, and will, of course, await further instructions before proceeding. .These instructions can be procured by use of telephone boxesbrcut-in stations for telegraph instruments, or other devices, which form no part otthe present invention.

Each locomotive may have on board a supply of the explosive units, such 'as that shown in Figure 4:, so that when the train is stopped, it is only the work of a few minutes to remove the fractured unit and insert a new one inlieu thereof before again turnmg on the air pressure on the main brake,

line.

While I have mentioned fulminate of mercury as being". an explosive which maybe used, it is obvious that any suitable eX- plos1ve,-wh1ch may be fired by an electrlc current, might be used in lleu thereof, with I claim 1. In a trainstopping device,'a track, a plurality of ramps disposed along the track,-

a pair of line wires, switch'box for each ram means in said switch box for connectin each ramp with either of said. line wires,

a dispatcher station, a switch box at-said dis- PiltCl'lBl' station, source of current, and

means in the switch box at the'dispatcher box for each ramp, a switch arm disposed in each box, each of said arms being connected with one of said ramps, a pair ofline wires, terminals in said box for connecting said switch arm with either of saidline wires. a

dispatcher station, havinga switch box, .a battery, and a switch arm in the switch boX at the dispatcher station for connecting the battery of either of said line wires. 7

RUDOLPH BOAR-DMAN BOYLE.

at departing from the spirit ot-the invention. 

